Pedestrian pathways: an index based on the interrelations between walkability and environmental comfort

Percursos de pedestres: um índice a partir das inter-relações entre caminhabilidade e conforto ambiental

Abstract

The study of environmental comfort in open urban spaces has undergone constant updates in the last decades. In the meantime, the specific analysis of these aspects within the context of walkability stands out as an area with considerable potential to be investigated. In this context, this article aims to explore walkability in pedestrian routes and its relationship with environmental comfort, proposing a more systematized approach for its application in the strategic planning of cities. Therefore, we proposed the construction of a Pedestrian Walkability and Comfort Index (ICCP), composed of three partial indices that consider thermal, acoustic, and ergonomic aspects of pedestrian paths. The methodology is based on street visualization tools and Geographic Information System (GIS) tools to spatialize and systematize the interactions between walkability and environmental comfort. The research concludes that ICCP is a valid tool for measuring walkability at meso and micro scales, and it can be replicated in other urban contexts. Furthermore, the development and application of ICCP also highlight that rethinking walkability with environmental comfort in urban areas requires an integrated approach to the entire mobility system and urban infrastructure of cities.

Keywords: Walkability; Environmental comfort; Pedestrians; GIS; Strategic urban planning

Resumo

O estudo do conforto ambiental em espaços urbanos abertos está em constante crescimento. Contudo, a análise específica desses aspectos no contexto da caminhabilidade destaca-se como uma área com considerável potencial a ser investigado. Neste contexto, este artigo busca explorar a caminhabilidade nos percursos de pedestres e sua relação com o conforto ambiental, propondo uma abordagem sistematizada para sua aplicação no planejamento urbano estratégico. Propõe-se, assim, a construção de um Índice de Caminhabilidade e Conforto do Pedestre (ICCP) composto por três índices parciais que levam em consideração aspectos térmicos, acústicos e ergonômicos dos percursos de pedestres. A metodologia utilizada é baseada no uso de ferramentas de visualização de ruas e ferramentas de Sistemas de Informação geográfica (SIG) para espacializar e sistematizar as interações entre caminhabilidade e conforto ambiental. A pesquisa conclui que o ICCP se constitui como ferramenta válida para aferição da caminhabilidade na meso e microescalas, podendo ser replicada em outros contextos urbanos. Por último, a construção e aplicação do ICCP evidenciam, ainda, que repensar a caminhabilidade com conforto ambiental no meio urbano requerem uma abordagem integrada de todo o sistema de mobilidade e de infraestrutura urbana das cidades.

Palavras-chave:  Caminhabilidade; Conforto ambiental; Pedestres; SIG; Planejamento urbano estratégico

Introduction

This research explores walkability in pedestrian routes and its interconnections with environmental comfort, proposing a more systematic inclusion of these topics for application in urban strategic planning. Therefore, it is important to understand the context in which the walkability debate emerged together with its theoretical conceptualization.

In the 1960s, criticisms of car-centric urban planning emerged, advocating for the need for diverse uses and urban vitality to attract pedestrians (Jacobs, 1961). In the 1970s and 1980s, authors like Gehl (2011) and Appleyard (1980) emphasized the importance of urban planning for pedestrians, addressing street design, accessibility, and the creation of walkable spaces. This theoretical approach to urban planning, highlighting the significance of pedestrians in the urban environment, is considered fundamental for subsequent discussions on walkability in the following decades (Cambra, 2012).

The concept of "walkability" was first coined and operationalized by Bradshaw (1993), proposing an index composed of ten indicators, including on-site surveys and pedestrian interviews. According to Bradshaw, walkability can be defined as “the quality of a place.” In order to catch empirically this theoretic discussion, some parameters and attributes were specified as to cover various scales of the city, such as density, chances of encountering acquaintances during walking, neighborhood safety for women, and responsiveness of traffic services, among others.

Internationally, the concept has been debated, presenting three main research lines: emphasis on features to create walkable environments, focus on urban vitality and sustainable public transportation, and a comprehensive approach to better urban design (Forsyth, 2015). Different definitions have emerged, emphasizing the importance of the built environment, land use, health, and urban management (ITDP, 2018a; Southworth, 2005). Authors like Pozueta (2000) and Speck (2012) have highlighted elements such as utility, safety, comfort, and visual interest, contributing to the discussion of urban vitality. Recent studies have addressed dynamic walkability (Al Shammas; Escobar, 2019), recognizing the importance of assessments at various times of the day and year.

The multiplicity of perspectives highlights the complexity of the walkability concept and its evolution since its introduction in 1993. Therefore, it can be stated that walkability is still a concept under construction, emphasizing the considerable number of indicators created to assess it.

Hence, in this work, following Albala's (2022) conceptualization, by walkability we mean “the degree to which the built environment, in a given period, supports and encourages walking, comfortably and safely connecting people to various destinations within a reasonable time and effort, offering visual interest along the network”.

In this discussion, it is important to note that many walkability studies have often indicated the difficulty of collecting all variables in the field, making the application of indices more challenging and subjective (Krambeck, 2006). In this regard, street visualization tools like Google Street View or Open Street Map have proven extremely useful for analyzing several aspects of walkability, offering advantages in terms of assessment time and human and economic resources for certain surveys (Carr et al., 2011; ITDP, 2018b).

Furthermore, the GIS (Geographical Information System) tools have been considered highly valuable instruments for quantifying aspects of the built environment, indicating their high potential for analyzing, constructing, and spatializing walkability indices based on the most adopted urban form measures in the fields of transportation, urban design, and urban planning (Moudon et al., 2006; Pikora et al., 2006; Frank et al., 2006). Besides being fundamental for spatializing walkability, the widespread application of GIS in the field of urbanism and across various sectors - public and private - has consistently eased the process of dissemination and replication of the analyses.

Regarding the environmental comfort of cities, Steemers and Steane (2004) have used the concept of "environmental diversity" to consider different environmental conditions - thermal, visual, and auditory - that can enhance the experience of architecture and urbanism.

A city that provides such diversity effectively meets the varied expectations and needs of pedestrians in the urban environment, thus enhancing their experience in the city. In this context, it is crucial to establish relevant environmental criteria for urban planning (Nikolopoulou, 2004). Additionally, placing this topic in the context of urban planning highlights the urgent need for greater dialogue between urban planning and climatic studies (Assis, 2005).

In summary, pedestrian environmental comfort is influenced by many factors, such as the surroundings, climate, insolation, vegetation, urban diversity, environmental sounds, physical and material conditions adopted, season, psychological and physiological state of users, among others. The interpretation of these variables and how they are related, through weights or intentions, may vary according to the intended analysis (Albala, 2022).

When analyzing the integration of environmental comfort aspects into walkability indices, it is noted that many studies recognize their importance for pedestrian well-being. However, in practice, few indices explicitly consider the subject in the composition of their indicators (Abley; Turner, 2011; Cambra, 2012; ITDP, 2018a, 2018b; Al Shammas; Escobar, 2019). Among the studies listed, it is worth mentioning the approach by Al Shammas and Escobar (2019), which has focused on the concept of dynamic walkability for Madrid, Spain, recognizing the importance of assessing walkability at various times of the day and year. The here proposed index has combined traditional indicators such as population density, connectivity, and activities with environmental comfort indicators, including urban noise and sun or shade exposure conditions along routes. It is worth noting, in the meantime, that this recent approach is still underexplored, indicating a research gap to be further investigated.

Considering the above, the article aims to present the construction and application of the ICCP - Pedestrian Walkability and Comfort Index, created from the analysis of interrelationships between walkability and environmental comfort on pedestrian routes. The ICCP has resulted from the combination of partial indices from three areas of environmental comfort¹ - thermal, acoustic, and ergonomic - and can be replicated in other contexts.

Thus, this study sets out how the interactions between walkability and environmental comfort can be spatialized, systematized, and replicated through street visualization tools and the use of GIS (Geographic Information System) tools.

Methods

The research has relied on various computational simulation tools to assess walkability and environmental comfort on pedestrian paths. Compatibility with Geographic Information System (GIS) has been a premise in the selection of indices, indicators, and tools.

Before presenting the process of constructing the indices, it is important to highlight the indicator selection criterion. As previously noted, many studies on walkability have emphasized the challenge of collecting all field variables, asserting that street visualization tools are highly valuable for analyzing various aspects of walkability. Considering these aspects and the goal of creating a viable and easily applicable index, all selected indicators have been easily obtainable and have not required on-site visits, as they can be obtained from data previously provided by the public sector or from street visualization through free and publicly accessible online tools.

Next, the step-by-step construction of the Pedestrian Walkability and Comfort Index (ICCP) is presented, a systematic system for assessing walkability and environmental comfort, with ease of replication. Indeed, this systematic approach has been necessary to evaluate walkability perceptible at the pedestrian scale (Evans, 2009; Rodrigues, 2014).

As mentioned earlier, the ICCP has resulted from the combination of three partial indices:

1. Pedestrian Thermal Comfort Index (ICTP);

2. Pedestrian Acoustic Comfort Index (ICAP); and

3. Pedestrian Ergonomic Comfort Index (ICEP).

It is worth noting additionally that all results presented here have been analyzed based on a point grid that includes all environments where pedestrian paths may exist sidewalks, streets, squares, planters, walkways, and viaducts.

Evaluation of pedestrian thermal comfort

A predictive simulation method has been adopted for the analysis of pedestrian thermal comfort. The UTCI² (Universal Thermal Comfort Index) was used as the reference parameter during the winter and summer solstices. UTCI was selected as an indicator aiming to be valid and applicable in all climates, seasons, and scales globally, thereby allowing for the replicability of the method (Psikuta et al., 2011; Bröde et al., 2013). The work has been structured in four main stages, detailed below.

Data collection and database update in QGIS³

During this phase, essential spatial and meteorological data for modeling have been collected and processed. The analyses have been conducted using the Urban Multi-Scale Environmental Predictor (UMEP), a climate analysis plug-in focused on city analysis within the QGIS platform (Lindberg et al., 2019). UMEP requires georeferenced raster image files as input data, which are referred to as DEM (Digital Elevation Model), DSM (Digital Surface Model), and CDSM (Canopy Digital Surface Model). DEM files represent terrain heights, DSM includes terrain and building heights, while CDSM covers vegetation heights, all relative to sea level.

Computational simulation in two stages

During this stage, the actual computational simulations have been conducted in UMEP. The program employs the SOLWEIG (Solar and Longwave Environmental Irradiance Geometry Model) model to estimate the mean radiant temperature (Tmrt) in the analyzed areas and, in conjunction with other input data, calculates the UTCI. For this calculation, three additional bases are required: sky view factor maps and maps of the height and shape of building walls. Such maps are generated by the program as steps in the simulation process.

Data export and processing in GIS, Excel, and R

After the simulation, the data have been exported and organized in the R program. The results have been compiled into a synthesis spreadsheet and subsequently spatialized in QGIS. The data have been classified on a chromatic scale into equivalent temperature zones defined by UTCI. This has highlighted the "thermal comfort zones" and areas of discomfort due to heat or cold. The interpretative scales of thermal sensation have been based on the calibration of UTCI proposed by Monteiro (2018) for the municipality of São Paulo, which has hosted the analyzed case study. With the obtained data, we created the dimensionless Pedestrian Thermal Comfort Index - ICTP, ranging from 0 to 1 (Figure 1).

Results analysis

After the export and spatialization of the data, the analysis of the results has been undertaken. Values close to "0" indicate uncomfortable conditions, while values close to "1" indicate satisfactory thermal comfort conditions. Finally, the obtained results have been integrated into the Pedestrian Walkability and Comfort Index (ICCP).

Figure 1
Pedestrian Thermal Comfort Index - ICTP

Evaluation of pedestrian acoustic comfort

The predictive simulation method has also been adopted for assessing acoustic comfort, involving the creation of acoustic prediction maps for the case studies using the CadnaA software (Computer Aided Noise Abatement). CadnaA is a computational simulation program designed for the calculation, presentation, evaluation, and prediction of environmental noise, specifically intended for assessing cities and urbanized areas. It integrates with GIS platforms, allowing the incorporation of obtained data with other conducted analyses. Analogous to the thermal evaluation, this stage of the work has involved five main steps:

Data collection and base update in QGIS

The construction of the geometric model for acoustic simulation has depended on three basic pieces of information: local topography, detailed data concerning the road system, and the geometry of buildings. Local topography can be obtained in many ways, either from contour lines available in data platforms or by extracting contours from raster images of the Digital Terrain Model - DTM for the analyzed area. In the case study, the latter alternative has been utilized.

Data collection for simulation

The estimation of vehicle flow has been made following the methodology used in sound mappings conducted in the University City, considering the necessary input parameters for the acoustic simulation (Caiafa, 2021). The determination of vehicle flows has considered the street classification of the analyzed area, following the Brazilian Traffic Code (CTB), which categorizes municipal streets into collectors, arterials, locals, and fast traffic roads (VTR). Street classification data have been then cross-referenced with estimates of the total volume of vehicles per hour and the percentage of heavy vehicles, segmented by road type (Table 1).

Building the model and computational simulation

This stage involved constructing the model itself in CadnaA with the gathered information. In the program, the viaducts' and bridges' heights have been manually input. The ground sound absorption index has been fixed at 0, and the buildings' absorption index at 0.21 (Caiafa, 2021). The sound pressure level has been calculated at a height of 1.5 meters above the ground to represent the relevant value on the pedestrian scale. Due to the extensive areas, we opted to select a simulation grid with dimensions of 50m x 50m. The simulations considered road and railway traffic noise in the urban environment, as they are considered the main source of urban noise pollution by the WHO - World Health Organization (WHO, 1999). In this initial application of the index, the daytime period has been assessed, as it is when there is the highest volume of pedestrians circulating in the urban environment.

Export and data treatment in GIS

The results were exported to QGIS in shapefile and Excel formats. In the GIS environment, the data have been transferred to a point grid through spatial intersection operations. The LAeq indicator (Equivalent Continuous A-Weighted Sound Pressure Level), a widely used sound descriptor in sound maps, was adopted as the reference parameter (Hirashima, 2014). In this context, the WHO establishes, for health and comfort purposes, a limit of 55dB in the urban environment (WHO, 1999). On the other hand, studies indicate that the maximum acceptable Laeq limit is 80dB to avoid more severe health damage (WHO, 1999; Zajarkiewicch, 2010). Based on these limit values, the ICAP - Pedestrian Acoustic Comfort Index has been created and subdivided into seven scales (Figure 2).

Results analysis

After the fourth stage, the results have been analyzed. The point grid has been classified on a chromatic scale at 5dB intervals, highlighting points in the “acoustic comfort zone” (between 0dB and 55dB), and locations with values above the maximum health limit (80dB). Finally, the obtained results have been integrated into the Pedestrian Walkability and Comfort Index (ICCP).

Table 1
Example of input data generated for acoustic simulation

Road/Street	Road/Street Classification	Total Number of Vehicles	Proportion of Heavy Vehicles (%)	Light Vehicles Speed (km/h)	Heavy Vehicles Speed (km/h)	Road/Street Width (m)
Presidente João Goulart Viaduct	Fast Transit Road	2000	14.3%	40	40	6.55
Vieira de Carvalho Avenue	Collector	200	6.3%	40	40	7.41
Barão de Itapetininga Street	Pedestrian	0	0.0%	0	0	0.00
São Luís Avenue	Arterial	1500	9.1%	40	40	31.31

• Source: Albala (2022).

Figure 2
Pedestrian Acoustic Comfort Index - ICAP

Evaluation of pedestrian ergonomic comfort

Ergonomic comfort encompasses various aspects of urban design, making it the most complex and crucial factor in the walkability of a location (Appolloni et al., 2020). The prevailing criteria in this domain of analysis relate to road safety, sidewalk quality and infrastructure, public safety, attractiveness and diversity, and finally, mobility and accessibility (Appolloni et al., 2020; Duncan et al., 2005).

Given this complexity - in contrast to the previously discussed ICTP and ICAP indices - the Pedestrian Ergonomic Comfort Index (ICEP) has not stemmed from a single indicator; rather, it has been composed of seventeen indicators organized into five categories. For each of these, a synthesis table has been developed with the criteria for application and operationalization of the indicators (Tables 2 to 6).

In summary, the selected categories are as follows:

1. category 1 - Road Safety: Emphasis is placed on aspects related to the safe circulation of pedestrians, aiming at the prevention and reduction of the risk of accidents;

2. category 2 - Public Safety: analysis of elements contributing to ensuring the protection of individual rights enabling citizens to exercise their citizenship rights safely, such as working, socializing, and leisure activities;

3. category 3 - Route Quality: evaluation of the presence of minimum physical elements guaranteeing the well-being and physical accessibility of pedestrians on their routes;

4. category 4 - Attractiveness and Diversity: analysis of attributes influencing a specific location's ability to attract pedestrians; and

5. category 5 - Mobility and Accessibility: assessment of aspects of the region enhancing or facilitating reaching a specific destination.

As previously noted, the definition of indicators has been based on their prevalence in the literature, applicability at the mesoscale and microscale, the possibility of analysis by online street visualization tools - such as Google Street View or Open Street Maps, compatibility with GIS analysis, and finally, their potential for replicability. It is noteworthy that the indicators combine not only physical aspects - such as sidewalk width, and the presence of lighting, among others - but also attributes potentially influencing pedestrian behavior, such as the presence of active facades, visual permeability of the route, and crime rates in the region, among others (Albala, 2022).

Table 2
Summary of Indicators Analyzed in Category 1 - Road Safety

Table 3
Summary of Indicators Analyzed in Category 2 - Public Safety

Table 4
Summary of Indicators Analyzed in Category 3 - Route Quality

Table 5
Summary of Indicators Analyzed in Category 4 - Attractiveness and Diversity

Table 6
Summary of Indicators Analyzed in Category 5 - Mobility and Accessibility

Following the proposed operationalization, a spatial analysis has been conducted for each indicator separately in QGIS. Subsequently, the averages of the indicators within each category have been calculated. Finally, the averages of each category have been computed, resulting in the calculation of the ICEP - Pedestrian Ergonomic Comfort Index (Equation 1). Similarly to the indices previously presented, the ICEP is a dimensionless index that ranges from 0 to 1, subdivided into seven scales (Figure 3).

$\mathit{ICEP}=\left(\right(\mathit{CAT}1+\mathit{CAT}2+\mathit{CAT}3+\mathit{CAT}4+\mathit{CAT}5\left)\right)/5\mathit{}$ Eq. 1

Where:

CAT1 is the average score of indicators from "Category 1 - Road Safety";

CAT2 is the average score of indicators from "Category 2 - Public Safety";

CAT3 is the average score of indicators from "Category 3 - Route Quality";

CAT4 is the average score of indicators from "Category 4 - Attractiveness and Diversity"; and

CAT5 is the average score of indicators from "Category 5 - Mobility and Accessibility".

Evaluation of pedestrian walkability comfort

Following the analysis of these three dimensions of environmental comfort in pedestrian paths - thermal, acoustic, and ergonomic - the calculation of the ICCP - Pedestrian Walkability and Comfort Index has been conducted.

Among the aspects of environmental comfort assessed, it has been found that there is an overlap between ergonomic comfort indicators and traditional walkability indicators. Therefore, a higher weight has been qualitatively assigned to the ergonomic assessment. Thus, the proposed ICCP index is governed by the following equation (Equation 2).

$\mathit{ICCP}=(\mathit{ICTP}+\mathit{ICAP}+2*\mathit{ICEP})/4\mathit{}$ Eq. 2

Where:

ICTP is the Pedestrian Thermal Comfort Index;

ICAP is the Pedestrian Acoustic Comfort Index; and

ICEP is the Pedestrian Ergonomic Comfort Index.

For each analyzed region, it has been necessary to calculate the three partial indices to obtain the ICCP. The ICCP results in a dimensionless index, classified into seven levels, similar to the other indices (Figure 4). In all analyses - both partial and overall - the results have been spatialized on a grid of points previously developed for the analyzed zones (Figure 5).

Figure 3
Pedestrian Ergonomic Comfort Index (ICEP)

Figure 4
Pedestrian Walkability and Comfort Index - ICCP

Figure 5
Graphical scheme of pedestrian walkability and comfort index composition

Results and discussions

Application of the ICCP index: the case of the OD Barra Funda Zone

To elucidate the application of the proposed index, this article presents the results obtained in one of the analyzed case studies, the Origin-Destination (OD) Barra Funda Zone, located in the municipality of São Paulo. The selection was made based on studies identifying this zone as an area with potential for walkability at the macro scale, despite exhibiting few total pedestrian displacements in practice (Albala, 2022). Additionally, it features an intermodal station accommodating subway, train, and bus terminal services. The region covers 118 hectares and includes commercial, residential, and warehouse areas, among others. Its perimeter is marked by major traffic axes of the municipality. To the north, a Fast Traffic Route (VTR), commonly known as Tietê Marginal, experiences a high flow of vehicles. The marginal road and the railway line, located in the southern part, act together as obstacles to pedestrian circulation. Although there are sidewalks and public lighting on all roads, it is noted that there are areas with very extensive blocks, especially to the north of Avenida Marquês de São Vicente. Vegetation in the region is not integrated into pedestrian paths. Despite the widespread availability of public transportation in the area, the density of points of interest is sparse.

Application of the Pedestrian Thermal Comfort Index - ICTP

For the analysis of ICTP, the summer solstice (December 21) has been simulated. Figure 5 presents the variation of UTCI throughout the day. The first observation regarding the results obtained is the realization that the UTCI is outside the comfort range for most of the day. This is observed throughout the zone between 8:00 AM and 6:00 PM, the main period when pedestrians are circulating in the urban environment. At the critical time (3:00 PM), the average UTCI reaches the level of 37ºC (Figures 6 and 7). Part of these results is explained by the low presence of vegetation in the region and an elevated level of impermeability of pedestrian paths. The Barra Funda OD zone has presented 35% of the analyzed grid in heat zones and 65% in very heat zones.

Application of the Pedestrian Acoustic Comfort Index - ICAP

In the case of the Barra Funda OD zone, no pedestrian routes have been found with Laeq values within the comfort range (Figure 8). The impact of major vehicular circulation axes on pedestrian acoustic comfort is notable. There are extensive areas with noise levels exceeding 80 dB, especially near the VTR (Tietê Expressway) and the railway line.

In summary, it is observed that almost 70% of the area has noise levels above 70 dB, indicating that pedestrians in this region experience intense acoustic discomfort. Therefore, it is recommended that interventions be implemented in the Barra Funda OD zone to enhance pedestrian conditions. Otherwise, prolonged exposure of pedestrians to this urban situation may have consequences for their health.

Figure 6
Daily UTCI, Barra Funda OD Zone, summer solstice (12/21, 3 pm)

Figure 7
ICTP - Barra Funda OD Zone, summer solstice, 3 pm

Figure 8
Pedestrian Acoustic Comfort Index (ICAP) - Barra Funda OD Zone, daytime period

Application of the Pedestrian Ergonomic Comfort Index - ICEP

The application of the ICEP index in the Barra Funda OD Zone highlights the main deficiencies of the region from an ergonomic perspective and, consequently, identifies opportunities for revitalizing the area with a focus on pedestrians. For example, it has been observed that there are few active facades in the zone, as well as few points of interest in the region. Additionally, there are no pedestrian-exclusive pathways. Furthermore, the region lacks sidewalks and pedestrian routes with continuity (Table 7).

In general, it has been observed that “attractiveness and diversity” and “public safety” are critical aspects, constituting crucial factors to be developed for the improvement of the walkability of the region (Figures 9 and 10). Finally, it is worth noting that the construction of the index allows for the evaluation of each category in isolation, which also elucidates various characteristics present in the analyzed region.

Application of the Pedestrian Walkability and Comfort Index - ICCP

After calculating the partial indices for thermal, acoustic, and ergonomic comfort, the Pedestrian Walkability and Comfort Index (ICCP) for the summer solstice has been computed. It is noteworthy that the index allows for the application of walkability from a dynamic perspective, enabling an understanding of the variations that occur in pedestrian routes throughout the day and seasons (Figures 11 and 12).

In the analyzed case, the negative impact of major vehicular circulation axes on the index result is notable. In fact, arterial roads encompass various conditions hostile to pedestrians: they are noisy, impermeable, less safe, and often devoid of vegetation.

Table 7
ICEP - Barra Funda OD Zone, overall evaluation

Figure 9
ICEP - Barra Funda OD Zone

Figure 10
Performance of the ICEP index (0-1) in the five evaluated categories - Barra Funda OD Zone

Figure 11
ICCP - Barra Funda OD Zone (12/21, 3 pm)

Figure 12
ICCP Index performance from the perspective of partial indices

Finally, to elucidate what a location with high and low ICCP scores represents, two images are presented here for the streets that received the highest and lowest evaluations in the analyzed sample (Figures 13 and 14). The images were acquired through Google Street View, as several indicators of the index were assessed from its use.

Figure 13 illustrates the street segment with the lowest score. This happens to be a section of Marginal Tietê, one of the busiest vehicular areas in the city as a whole. The location has received a score of 0.04 in the index, classified as a "zone with low walkability and extreme discomfort." When examining the image from Google Street View, it is unsurprising to see that no pedestrians are enjoying the space.

In Figure 14, on the other hand, the street segment analyzed with the highest score is illustrated. This is a section of Rua Quirino dos Santos, a street equipped with continuous sidewalks, greenery, active facades, and easy access to public transportation. The location has received a score of 0.67 in the index, classified as a "zone with medium-high walkability and mild discomfort." When examining the image, extracted from Google Street View, it is evident, unlike the previous image, that the location can attract pedestrians.

It is important to highlight that no location in the analyzed region has achieved a score corresponding to the "zone with high walkability and comfort." The absence of this kind of zone in this classification range indicates the potential for area requalification, with a focus on pedestrian amenities.

Conclusions

The study of environmental comfort in open urban spaces has been continually expanding. However, the specific analysis of these aspects in the context of walkability emerges as an area with considerable potential for investigation.

From this perspective, this study contributes to the expansion of the discussion on dynamic walkability, demonstrating that walkability can vary throughout the day or across seasons.

The obtained results indicate that the ICCP serves as a valuable and effective tool for conducting a detailed assessment of walkability configurations in the street landscape, encompassing aspects of environmental comfort. The index is structured as a systematic and replicable measurement system, easy to implement, and eliminates the need for on-site visits. In addition to providing a local diagnosis concerning the assessed aspects, the analyses pointed out deficiencies and possibilities for short and long-term interventions in the analyzed region. Thus, it enables preliminary and comparative diagnostics, facilitating the selection of intervention priorities in the urban environment and subsequent detailed actions.

The process of constructing the index, which was based on three spheres of environmental comfort - thermal, acoustic, and ergonomic - also enables individualized analyses from the perspective of partial indices. The Pedestrian Thermal Comfort Index (ICTP) has proven to be easily applicable, based on UTCI, with a focus on universality. Similarly, the Pedestrian Acoustic Comfort Index (ICAP) has demonstrated high effectiveness in identifying areas with acoustic comfort and those with extreme discomfort for pedestrians. Finally, the Pedestrian Ergonomic Comfort Index (ICEP) has shown a significant influence in the conducted analyses, given the composition of its indicators and the overlap of ergonomic aspects with elements related to conventional walkability assessments.

Figure 13
Location with the lowest score on the ICCP index (ICCP=0.04, 03/21, 3 pm), in the analyzed region: segment of Tietê Expressway

Figure 14
Location with the highest score on the ICCP index (ICCP = 0.67, 03/21, 3 pm), in the analyzed region: segment of Quirino dos Santos Street

A relevant point for discussion is the potential expansion of the partial indices that constitute the ICCP. There is room to incorporate and systematize other comfort elements, such as luminous and visual comfort, among others. This expansion can also encompass aspects more intricately linked to health, exploring, for example, the relationships between environmental comfort, walkability, and analyses of air quality or physical activity practices on pedestrian routes. Additionally, within the scope of the indices, there is potential for evaluating specific indices created from perspectives such as social vulnerability, gender, and age group, among others.

Lastly, the construction and application of the ICCP underscore the importance of an integrated approach to rethinking walkability with environmental comfort in urban areas, necessitating consideration of the entire mobility system and urban infrastructure of cities.

Acknowledgements

The authors acknowledge with thanks to Dr. Adrián Albala for a detailed language revision, and to CNPq (“Conselho Nacional de Desenvolvimento Científico e Tecnológico”) for the research productivity grant awarded to Roberta C. K. Mülfarth.

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• 1
  The thermal comfort in the urban environment occurs when heat exchanges between the body and the environment happen effortlessly. This depends on variables such as metabolic heat production, environmental factors (such as wind speed, relative humidity, air temperature, and mean radiant temperature), and the individual's clothing type (Givoni, 1998). The acoustic comfort, in turn, can be defined as a sense of well-being and satisfaction with the acoustic conditions of an environment, which enables individuals to carry out their activities within a specific context (Vardaxis et al., 2018). Finally, in broad terms, ergonomic comfort encompasses various dimensions of environmental well-being, including psychological, sociocultural, environmental, and physical factors (Kronka Mülfarth, 2017). For a more in-depth discussion, please refer to Albala (2022).
• 2
  The UTCI (Universal Thermal Comfort Index) is an index based on the concept of equivalent temperature, developed within the scope of COST Action 730, a program of the European Union that promotes cooperation in science and technology. Classified into seven categories of thermal stress, by ranges of resulting temperature, the index varies from "extreme cold stress" to "extreme heat stress" (Bröde et al., 2013).
• 3
  Licensed Open-Source Geographic Information System (GIS), from Open-Source Geospatial Foundation (OSGeo). Available: https://qgis.org/pt_BR/site/about/index.html. Access: March 24, 2024.

Edited by

• Editor:
  Enedir Ghisi

• Editora convidada:
  Kelen Dornelles

Publication Dates

• Publication in this collection
  07 Oct 2024
• Date of issue
  2024

History

• Received
  31 Jan 2024
• Accepted
  27 Apr 2024